Engine.



Patented Apr. 24, I900 J.'C. ANDERSON.

ENGINE.

(No Model.)

(Application filed ocg. 1.0, 1899.)

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No. 648,329. Patented Apr. 24. I900;

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E N G l N E (Application filed Oct. 10, 1899.) (No Model.)

5 Sheets-Sheet 2.

. n um ITTOFIVE) No. 648,329. Patented Apr. 24, I900.

J. C. ANDERSON.

' ENGINE.

(Application filed Oct. 10, 1899.) BL) 5 Shear-Sheet 3,

%mzfila% 2/1. (a. JVLLMM K /4% ATTORNEY No. 648,329. Patented Apr. 24,I900.

J. C. ANDERSON.

ENGINE.

' (Application' filed Oct. 10, 1899.) (No Model.) 5 Shasta-Sheet 4;

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m: uonms PEIERS ca. Pucn'au'rua, WASHINGTON u c No. 648,329. PatentedApr. 24. I900.

J. C. ANDERSON.

E N G l N E.

A umion filed Oct. 10, 1899;)

5 Sheets-heet 5.

(No Model.)

INVEN7OR MW 'ATI'OHNE.

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NITEn STATES PATENT OFFICE.

JAMES C. ANDERSON, OFIIIGHLAND PARK, ILLINOIS;

ENGINE.

SPECIFICATION forming part of LetterfsPatefit No. 648,329, dated. April24, 1906'.

' Application filed October 10, 1899. Serial No. 73 SUI-89. (No model.)

To all whom it may concern: .1

Be it'known that I, JAMES C. ANDERSON, a

citizen of the United States, residing at Highland Park, in the countyof Lake and State of Illinois, have invented certain new and use-' fulImprovements in Engines; and I do hereby declare the following to befull,clear,-

and exact description of the invention, such as will enable othersskilled in the art to which it appertains to make and use the same.

My invention relates to certain new and useful improvements in thatclass of engines in which the power derived from the initial force oragent is delivered in a constant rotary direction, in contradistinctionto the reciprocatiu g movement of the ordinary pistonengine, which isconverted through the medium of a crank and pitman into rotary motion.

In the present advances being made in automachines or machines providedwith self-contained power for propelling thesame the need of an engineadapted to utilize the full capacity of the motive force or agent, suchas steam or compressed air, has been fully realized; but up to thepresent time, so far as I am aware, no practical engine delivering itsmotion in a constant rotary direction has been devised in which theentire power of the motive force can be utilized to the same extent andin the same way that it may be utilized in areciprocating engine-thatis, by employing all of the power of the motive agentas, for instance,with steam, where all of the forceat boiler-pressure is exerted againstthe head of the piston. Many attempts have been made to utilize all ofthese properties of the motive force or agent in a rotary engine inorder to avoid the disadvantage of dead-centers and loss of power inconverting reciprocating motion into rotary motion; but so far as I amaware no successful or practical rotary engine has been devisedembodying the necessary construction to utilize in a constant rotarydirection all of the forces of the power cm- In all cases, so far as Lamfamiliar with the progress of the art, where attempts have been made toproduce such an engine the principal inherent defect lies in the factthat it has been impossible to utilize the full force of the poweremployed.

In order to illustrate my meaning and make perfectly clear the advancemade by my improvement in the construction and operation of engines, Idesire to call attention to the fact that prior to,n1y invention in theuse of steam as'applied to engines only the project ile or escapingforce of steam under pressure has bQe'enutilized in much the same manneras a blast orcu rrent of wind is utilized to turn steam the pressurefrom the boiler has been cut off, and hence if such expansive force asmay be 'inherent in the cut-off steam-could be utilized itwouldbepracticallyineffective by reason of the absence ofboiler-pressure.

In addition, however, to this deficiency of power it is well understoodthat the expansive force of steam being equal in all directions Willestablish a perfect equilibrium unless suchresult is provided against,and I am not aware of any construction in rotary engines involving anysuch provision.

My invention has for its object to provide an engine in which all of theproperties or forces employed to run the same may beutilized to thefullest extent or a minimum amount of power may be exerted to the bestadvantage, which latter condition is especially desirable in thepropulsion of automobile vehicles, where the carrying capacity and otherconditions render it necessary that the least amountof motive force beexpended within a given time or distanceof travel.

With these ends in view my invention consists, generically, in an engineembodying in its construction itsadaptability to economically utilizethe full complement of the motive force of the agent employed to run thesame, all as will be hereinafter more fully set forth.

My invention consists, further, in the details of construction,arrangement, and operation hereinafter fully explained.

In order that those skilled in the art may fully understand myinvention, I will pro ceed to describe the construction and operaing theconnection between the shaft extendcured to the piston.

tion of my improved engine, referring by letters and figures to 'theaccompanying drawings, in which' Figure 1 is a perspective View of anengine embodying my invention with the dust-cap removed. Fig. 2 is aside elevation of the same with the cap removed. Fig. 3 isa perspectiveview ofthe box or housing which incloses the radial wing. Fig. 4 is aperspec-' tive view of the radial wing adapted to be se-' Fig. 5 is acentral crosssection on the linev m a: of Fig. 2. Fig.6is a longitudinalhorizontal section on the line y/g of Fig.2, but, with the: cap inplace. Fig. 7 is a detail plan View, partly in section, showing radiallyfrom the piston and a drivingshaft. Fig.8 is asection on the line '2 zof Fig. 7." Fig. 9 is a detail face view or elevation of; one of, thelateral boxesof the casing.

Fig. 1 is a detail secti onita'kenat the linel l of Fig. 6. Fig. 11 isasimilar View to Fig. 9,

but showing the opposite 'lateral-box.

Similar letters and numerals indicate like partsin the several figuresof the drawings.

. A represents theshell or cylinder, whichis inclosed at either end byheads B B, secu red in place by screw-bolts C and provided with feet orlugsB.

The ends of the cylinder A are provided with flan gesto receive thescrewbolts 0, anda suitable packing of any de'sired material isinterposed between the flanges of I the cylinder andthe heads. 1

The cylinder Aextends laterally on eac sideto constitute boxes Dand D,which are closed by caps'E E, respectively, which are secured in placeby screw-bolts and nuts The bottom-of the box D is cast with a circularwall G, surrounding a circular opening in t-hebottom of said boxileadingtoand exposing the cylindrical piston H, as clearly shown at Figs. 5 and(Sand for the purpose presently explained. The upper edge of the wall Gis slightly reinforced or thickened and adapted to receivemetal screwsI, which constitute means auxiliary to the screw-bolts and nuts F forsecuring thecap E in place and also for securing an auxiliary or dustcap I in position to close the well within the circularwall G. The capsE, E, and J are all secured in place with suitable packingto'maketight'joints in an obvious manner. .Extendingbetween the opposite sidesof the wall G and formed integral. therewith andin a diametric line is abridge K, with a transverse journal-recess to receive the driving-shaftL,

which is secured in place by a j ournal-box M, similarly recessed, asclearly shown in Figs;

1,6,and9.

The well or space within the'circular wall G provides the necessaryspace for the rotation of the crank-arm N on the end of the shaft L andto contain the necessary lubricant for the parts located therein.This'crankarm is formed integral with the shaft L, as shown at Figs. '7and 8, and with one-half of a sphericalrecess to receiveacentrally-divided ball or sphere C formed with an axial channel for thepassage of a short radial arm piston H, which is interiorly reinforced,as shown at Fig. 6, and a jam-nut Q secures the farm-P in its fixed.relation with the cylindrical piston. The ball or sphere O is secur'edinplace within" the recessin the free end of the crank-arm N by asimilarly-recessedblockor forging R, secured to the crank-armbyscrew-bolts and nuts S, as shown at Fig. 8.

The cylindrical piston H is caused to reciprocate and to also oscillateupon an imaginary longitudinal axis,,as.will be morefully explained, andin following these motions the short arm will traverse in a circle, or,in otherwords','acard taken from the movement of-said arm will be acircle, the diameter of which willbe equal to thedistance traveled bythe piston inJits reciprocating or in its oscillatory movement. ThepistonH is hollow and reciprocates within the cylinder or casing A,between the heads B, 13, and as it approaches the end of eachreciprocating movement' itis caused to oscillate or partially rotate inopposite directions alternately upon an imaginary longitudinal axis, sothat the of the spherical joint at the outer end of the crank formed-onthe end of the shaft L the latter is, necessarily rotated or driven inan obvious manner. v

I will nowproceed todescribe the construction through the mediumof whichthe cylindrical piston is caused to m ovelon gitudin ally androtatively. v

The :casing Ais formed with circumferen tial enlargements T- U,extending each side from the lateral boxes D and D to centrallongitudinal enlargements X Y, which terminatejin interiorly-threadedextensions 3 the supply and exhaust pipes. The sides of the lateral boxD are made hollow,,with the inside walls tapering or converging, asclearly "shown at Fig.- 5, and said inside walls are formed with ports'5, 6, 7, and 8, leading into the space between the straight outsideand the converging or tapering inside walls. The two spaces between theside walls are each provided with a partition a, one between the ports5and6 and the other between'the ports of the box ,D into twocompartments, (or four on both sides,)' each of said compartmentscommunicating'with the passages in the circumferential enlargements Tand Uports 5 and 8 with the passages in U and-the ports 6 and 7 with thepassages in T, in the manner to be hereinafter explained. The bottom andtop of'the spaces betweenthe sides of the lateral box D are of courseclosed. The ports 5 and 6 are arranged toyregister successively with theport 15in the hollow valve-box 13 and the ports 7. and 8 withthe port 16in the P, threaded into the Wall of the cylindrical fixed'short arInPwill traverse in a circle, and as it is connected through the .medinmand4, adapted to connect, respectively, with 7 and 6, thus dividing thespace on each side Valve-box 13.- The circumferential enlargements T Uare formed with interior passages leading as follows: Starting from theinlet 3 the passage leads to the right through enlargement X intotheinterior of the circumside between the side walls of the lateral box Dand across the longitudinal enlargement Y to one end of a passage in anS-shaped pipe or'trunk 9 in the box D, which communicates at itsopposite end with the hollow space or passage within the circumferentialenlargement T of the casing. The channel or passage in this enlargementT passes unobstructedly upwardly and through the opposite end of thelongitudinalenlargement X and continues into the space between the wallsof'the lateral box D. The continuation of the enlargement T on theopposite side of box D leads from the hollow space between the walls ofthe said box D across the longitudinal enlargement Y, downwardly intothe space between the outer walls of the box D and the circular wall Gtherein, and diagonally opposite to the entrance into said space of thepassage within the enlargement U.

The S-shaped pipe or trunk 9 is of less height than the walls of the boxD, so that when the cap E is in place there will be a space between theinner surfaceof said cap and the outer surface of the S-shaped trunk 9to establish a free communication between the space in the box D and thecircumferential passages in the enlargements T and U.

The cylindrical piston PI is formed hollow and with closed heads H, asclearly shown at Fig. 6, and the difference between the length of thispiston and the cylindrical casing A is substantially equal to thedistance the piston is designed to reciprocate. This piston is formedwith diametric longitudinal grooves or channels closed at theirlinnerends and leading in opposite directions and open at their outer ends tocommunicate alternately with the spaces between the heads of the pistonand the heads B of the piston -casing. The piston is provided with aradial wing-11, (see Fig. 4,) which may be secured in place by securingits base 12 within a recess in the periphery of the piston by metalscrews. This wing is designed to fit between the ends of a hollow box-valve 13, (see Fig. 8,) the side walls of which are tapered tocorrespond with the inner tapered walls of the lateral box D. The loweredges of the ends of this box-valve are curved to lie upon thecylindrical surface of the piston II, and the upper closed surface ortop is provided with longitudinal grooves 14, which permit the steam orother motive agent to enter therein for the purpose of equalizing thepressure upon said box to hold it in its true working position and topermit any steam which may accumulate at either end to pass through saidgrooves to the exhaust-ports in the oblique sides of the box D. Thetapered sides, of this box-valve 13 are provided, near their oppositeends, with ports 15 and 16, designed to register successively with theports 5 6 and 7 8, leading into the hollow spaces between the oppositeside Walls of the lateral box D. When the cap E is in place, the hollowbox-valve 13 will be held in operative position in an obvious manner.Theengine being secured in position by the feet or lugs on the base andassuming that steam is used as the motive force, connection is madebetween the boiler and the inlet 3,

and a suitable exhaust-pipe is connected with the outlet 4:. The inletconnection is provided with any suitable valve for controlling thesupply of steam. It will be understood that I may in many ways soconnect the livesteam conduit that the engine may be readily reversed;but as my present invention does not include any special reversingmechanism I have avoided any confusion in the drawings by omittingreversing mechanism.

Thus far I have confined the description to the actual construction ofthe working parts of the engine, and I will presently explain how thesteam traverses the several passages and ports to effect the necessarymovements; but before doing so and in order that the purposes andresults of said movements may be fully appreciated I will state that thepiston is caused to move in paths which result from the resolution offorces and that while the direct action of the forces appliedindependently and at right angles to each other would cause the pistonin its movements to describe a parallelogram the relation of the partsand the time of their movements are such that instead of the arm P onthe piston H describing a parallelogram it traverses a perfect circle,and hence the driving-shaft is rotated without having to overcome anydead-centers and without the employment of a fly-wheel, and from. thisstatement it will be understood that the piston may be started at anypoint in its path of movement. This ability of starting the piston atany point in its path of movement is due to the fact that it is causedto reciprocate under the action of steam against one of its heads withthe exhaust open from the opposite end and to oscillate by the directaction of steam from independent ports against opposite sides of thewing 11, said steam being alternately exhausted and the relation betweenthe ports leading to the heads of the pistons and to the opposite sidesof the wing 11 and such that the longitudinal and oscillating movementsof said piston are always at half-stroke relatively to each other-thatis to say, when the piston has completed its reciprocating movement inone direction the wing 11 has moved through j ust'one-half of its path,and as'the piston begins its longitudinal movement in the oppositedirection the wing 11 is completing its path" of movement and completesitwhen the piston has reached just one-half of its movement, and whenthe piston has com-L pletedits movement the wing 11 has half completedits reverse movement, and hence, as

before stated, there can be no dead-center and the engine can be startedat any point. i

'I- will nowdescribe the action of the steam to produce the movementsjust referred :to, and 'in doing "so it will be understood that thedrawings are intended to represent the piston at half of itslongitudinal stroke to the-right I and the wing 11' at the end of itscomplete movement in one direction. This condition [of the engine willbe best understood-by reference to Figs. 6. 10, and 11.

enters; the. passage leading from saidfiinlet through the longitudinalenlargement Xlto the. circumferential channel in U and thence upwardlyto the spacel7, between the sides of the lateral-box D, t anddownwardlyinto the space 13, between the sides ofthe box D; At the sametime 7 the "steam passes straight through to the longitudinal recess orchannel I 19in the piston (see Fig.5) and through said channel into thespace between the leftfhand head ofthe piston-cylinder and the headB' ofthe'casing. The first eflect of the steam is to start the piston H totheright'tomake the last half of the stroke it was making when f brought toa-Jstate of rest, as illustrated in the drawings, in which conditionports 15 and 16 in the sides'of the box-valve 13 are closed against theinside walls of thelateral box D and the sides of the valve-box haveclosed the live-steam ports 6 and 8 in the sides-of the box D, andconsequently the wing 11is necessarily at a state of rest, asshown; The

moment the piston starts, carrying with itthe disc wing 11 andinclosingvalve-box 13, the port 16 of the latter begins to register with the liveport 8, leading from the space 20 in the side of box D,.and the steamentering from the .port 8 and through the port 16 forces'the wing 11'over toward the opposite side, and consequentlypartially rotatesthepiston, and

at the same time the steam which had forced the win g 11 and piston intothe position shown in the drawings is exhausted through the port 15v ofthe valve-box and the port 5 of the space 21 in the box D into thepassage of circumferential enlargement U on that side of the case andthrough the passage in the longitudinal enlargement Y to the exhaust oroutlet 4. During themovement just 'de-' scribed of the piston the deadsteambetween its advancing head and the opposite head B of the casing isexhausted through the longitudinal channel 22, diametrically opposite toThe v'alvefl J being opened to admit steam to the inlet3ii'tthe:channel.19 on. the piston. The lengths of thecha-nnels 19 and 22bear such relation to the steam ports or'passages leading directly fromthe inlet and outlet 3 and 4 that live steam is taken and the deadsteamis exhausted during the entire stroke of the piston. When, thepiston has reached'the limit of movement which I have described, itsmotion has necessarily been such that the arm? on its periphery hastraveled in the arcof a true circle. Nowhavingde'scribed'thecompletionof the movement of the piston in a direction tothe'right, I will explainits return or reverse movement, it-being understood that the wing 11hasftraveled through just one-half of. its

movement. The live steam now passes into theehannel 22 and between theheads of the piston: and case on the right: andthegpiston begins itsreversereciprocation, and the ports 8,-and =16being stillin-register'live .steamfrom the space 20 continuesto act upon the wing 11 until ithas completed its movement and caused" the piston to continue. itsrotative movement: When the winghas completed its-movement inthedirection-indicated, the 'pis'tonwill again have made only half ofits longitudinal movement, and the port .6 from 'th'e'live space18e andthe port 15; in the side of the valve-box will open to each other andcontinue in such relation duringthe last half of the stroke of thepiston and the first half of the return or reverse stroke, asher'etoforedescribed, and in the meantime the port 16 in the side of the valve-box13 registers. with the port 7, leading to the exhaust-space 23 intheside ofthe box D, and the dead steamv in front of the wing'llisexhausted-through said ports and space and through the channel in thecircumferential enlargement Tv into "one end of the S-shapedtrunk.9'through the same to the exhaust portion heretofore described ofthe enlargement U and to the outlet 4.

As clearly shown in the drawings, the wing 11 is made of two leavesslightly separated and designed to receive any suitable packingmaterial, which, extending slightly beyond the upper edges and the endsof such leaves, will constitute an efficient packing between the wingand the box 13, and this packing will be rendered all the more effectiveby reason of the pinchingaction of the leaves 1 under the pressure ofthe steam.

, It will be understood that my invention necessaril y contemplates theuse of suitable packing and lubrication at all pointslwhere suchmay' benecessary. or desirable, and'as I do not wish to be confined in'theseparticulars I have not shown the same.

1 Many changes may be made in the mere details of constructionwithoutdeparting from the spirit of my invention,v which involves thegeneric principle of utilizin g in an engine the 'full motive force ofthe agent employed to run it, absolutely avoiding alldeadcenters,avoidin g the necessityv for a fly-wheel,

and accomplishing all of these desirable ends IIO through the medium ofa prime mover set in motion by applying motive force under full pressurefrom more than one direction at the same time, as hereinbeforeexplained.

I desire to call particular attention to the fact that as the piston His cylindrical and is caused to both reciprocate and oscillate that ofnecessity the radial arm P, which occupies a fixed relation to theperiphery of the piston, must, as a result of the two movements of thepiston, describe a circular path, and as the cylindrical pistonoscillates upon its longitudinal axis during its reciprocating movementthe arm P in addition to describin an axial channel or box of thesphere; but

I do not wish to be confined to this particular construction of theconnection between the arm P and the driving-shaft, as I may employ anyother means which will convert and transmit the compound curvilinearmotion of the arm P into the'rotary motion of the shaft L on an axishaving a fixed relationr,

From the foregoing description of the construction and operation of myimproved engine it will be understood that while the piston has afour-way movement it exerts its power in a constant rotary direction incontradistinction to pistons which momentarily cease in the applicationof poweryas, for instance, in simple reciprocating pistons which ofnecessity cease in applying power at each end of the half-stroke-andunder all such .conditions a fly-wheel becomes a necessity to compensatefor the temporary cessation of the applied power.

With my improved construction the full m 0- tive force of the steam orother motive agent is at all times and constantly applied directly tothe rotation of the driving-shaft, thus rendering a fly-wheelunnecessary and eliminatin g entirely dead-centers. I am aware that ithas been proposed to drive a crank directly from the periphery of areciprocating piston through the medium of' a radial or peripheralwrist-pin and to have said wrist-pin constitute a medium for returning apart of the power stored upin the fly-wheel forthe sole purpose ofrotating the piston to open and close the steam-ports in the piston andcylinder to secure the reciprocation of the latter and has no partwhatever in driving the crankshaft at such time, and I do not wish tohave my invention confounded with any such construction and operation,for it will be understood that with my improved construction there arenot onlyno dead centers to overcome, but that the ports are always inproper register to admit and exhaust the steam or other motive agent tothe piston and that the latter will immediately respond upon theadmission of steam from the boiler.

Having described the construction and operation, as well as theadvantages, of my improved rotary engine, what I claim as new, anddesire to secure by Letters Patent, is

1. In an engine, a rotative, reciprocating piston having a peripheralwrist-pin adapted to connect with a driving-shaft, in combination withmeans, substantially as described -for controlling and directing theadmission of the motive agent to the piston in planes transverse to oneanother, whereby the piston is reciprocated and oscillated and its powertransmitted in a constant rotary direction, substantiallyas'herei'nbefore described.

2. In an engine, a piston adapted to reciprocating and rotativemovements and provided with a peripheral wrist-pin and a pcripheral Wingin combination with a cylinder and means substantially as described forcontrolling and directing the motive agent alterwith acentrally-arranged radial wing 11,.and

with longitudinal steam-passages 19 and 22, a casing confining thepiston and formed with lateral boxes D and D, the former withsteamspaces 18, 20, 21, 23 and ports 5, 6, 7, 8, a box- .valve 13inclosing the wing 11, and formed with ports 15 and 16, and confinedwithin the box D, and means for supplying and exhaust ing steam or othermotive agent, substantially as and for the purposes hereinbefore setforth.

4. In combination with the casing A, formed with inlet and outletpassages, 3, 4, and with boxes D and D constructed as described andcircumferential and longitudinal enlarge ments provided withsteam-passages, the piston H provided with longitudinal passages 19, 22and with radial arm P, and wing 11, and the box-valve 13, inclosing thewing 11, and provided with ports 15 and 16, substantially as and for thepurposes hereinbefore set forth.

5. The wing 11, secured to the periphery of the piston H and composed oftwo separated wings adapted to receive a packing, in combination withthe valve-box l3, inclosing the wing 11, substantially as and for thepurpose set forth.

6. The casing A formed with the steampassages in the enlargements T, UX,Y, and inlet and outlet 3, 4, the lateral box D formed with a wellleadingto the piston H and with the exhaust S-shaped trunk 9, crossingthe rig ' forth,

with lateral boxes D, D, the former D with i steam-spaces '18, 20, 21and 23, and ports 5,

f6, 7,: and 8, and the latter Df', with a well ll'eading 'to' theinterior of the casing and surro'undedby afwall G, and formed with anex;

. scribed.

live-steam space within said box, substan-j tially as and for thepurpose set forth.-

7. In combination with the casing'A, inclosing the pistonH and formedwith'the lat: eral box D having an open bottom, interior inclined walls,with steam-spaces 18, 20, 2-1 and 28, and ports 5, 6, 7, and 8, thepiston H, formed with a radial wing 11', and the valve-box 13, havinginclined side walls and ports 15 and 16, substantially as and for thepurposes set forth. 1

8. In an engine such as described, the dri vf ing-shaft L mountedrotatively within boxes secured centrally of the wall G, of the box D,said boxes concealed or protected by the cap J, wherebya dust-prooflubricating-well is provided,substantially as here'inbefore set 9. .Inan engine such as described, in corn- 'bin-a'tion with the box. D,provided withrlthel circular well-Wall G, the bridge K, box -M,- shaftL, and caps E, and J secured in place by bolts F,-I,' substantially asshown and de-f 10. In anengine the casingA, provided 'haust trunk '9,inlet' 3, outlet 4, enlargements Xand- Y,'provided with interiorchannels communicating with the interior passages in circumferentialenlargements T, U, the passage in U terminating at each upper end in thespaces and 21, respectively,of the box D and at their lower ends one :inthe space surrounding the wall G in the box D'and the other in theexhaust-trunk 9, in combination with the reciprocating rotative oroscillating pistonH, provided with radial arm 11, longitudinal passages19 and 22, and radial Wing .11, and the valve:box-13,pro\-ided withports 15 and 16, substantially as and for the purposes set forth.

'11. The piston H, provided with aradial: vwing adapted to receivesteam-pressure on either side, in combination with areciprocating-hollow box-valve, and means'for ad- ,mitting andexhaustingsteam or equivalent from Wl'flllnlih casing on each side of the wing,substantially asand for the purpose set forth. jv

In testimony whereof I aflixmy signature in presence of two witnesses. I

' JAMES C. ANDERSON. v

Witnesses: I f J gG. BOOTH,

- JO PH E. Downr ver,

